Endless-railway system



8 Sheets-Sheet 1.

(No Model'.)

L. GODDU.

BNDLBS$ RAILWAY SYSTEM.

Patented Sept. 6, 1887;

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(No Model.) 8 Sheets-Sheet 2.

L. GODDU.

ENDLESS RAILWAY SYSTEM. No. 369,335. Patgnted Sept. 6, 188?.

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(No Model.) 8 Shets-S11eet 3.

L. GODDU. I

ENDLESS RAILWAY SYSTEM.

No. 369,335. Patented Sept. 6, 1887.

N PETERS. Phoblflhcgnphm Wasbinglon. DJ;

(No Model.) 8 Sheets-Sheet 4.

L. GOD-DU.

ENDLESS RAILWAY SYSTEM.

Patented Sept. 6, 1887.

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(No Model.) 1 8 Sheets-Sheet 5.

L. GODDU.

ENDLESS RAILWAY SYSTEM. 7 No. 369,335. Patented Sept. @1887.

(No Model.) 8 Sheets-Sheet 6.

L. eonnu. ENDLESSRAILWAY SYSTEM. No. 369,335. Patented Sept. 6, 1887.

(No Model.) 8 Sheets-Sheet 7.

L. GODDU.

ENDLESS RAILWAY SYSTEM.

No. 339,335. 31 Patented 3631;. 3, 1337.

(No Model.) 8 Sheets-Sheet 8.

L. GODDU.

ENDLESS RAILWAY SYSTEM.

No. 369,835. I Patented Sept. 6, 1,887.

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UNITED STATES PATENT @FlFlQEt LOUIS GODDU, OF WINCHESTER, MASSACHUSETTS.

EN DLESS-RAI LWA Y SYSTEM.

SPECIFICATION iorming part of Letters Patent No. 369,335, datedEeptemher 6, 1887.

Application filed November 26, 1856. Serial No. 219,928. No modeL) T aZZwhom it may concern.-

Be it known that I, LOUIS GODDU, of lVinchestcr, county of Middlesex,and State of Massachusetts, have invented an ImprovementinEndlcss'R-ailway Systems,of which the following description, inconnection with the accompanying drawi ngs ,is a specificatiomlikeletters on thedrawings representinglike parts.

The cars crossing the suspension-bridge spanning the river between thecities of New York and Brooklyn are impelled by one endless cable drivenby a powerful stationary engine located atthe Brooklyn end of thebridge. The bridge has two railwaytracks or roadbeds, and the cableextended over suitable sheavesespecially the part of the cable fromshore to shoreis made to present two parallellines, one moving in oneand the otherin the opposite direction, one line of the cable lying uponone and the other line of cable upon the other road-bed, so as to begrasped by a gripper attached to a car, the engineeron the car operatingthe gripper to grasp the cable whenever it is desired to start the car.The cars on their arrival at their destination at either end of thebridge are run from the main track upon side tracks, from which they areagain taken to the main track at the opposite side of the bridge bydonkey-engines, several of which have to be employed at each on d of thebridge at considerable cost, both for machinery, maintenance, andengineers.

The side tracks and extensions required at the ends of the bridgereferred to take up a large amount of space available for businesspurposes, which is very valuable, and with increase of patronage theaddition of cars run with greater frequency demands a much larger areaat the ends of the bridge for the side tracks, and the shifting of thecars from the part of the cable running in one direction across thebridge to a part of the cable running in the opposite direction is mademore and more difficult, causing great delay and expense; Muchdiilicnlty has also been experienced upon the bridge referred to by theslipping of cars on the track when the grip fails to hold the cable, andthe cars have con sequently been impelled on the track by only theirgravity, and as the grades are steep, ac-

cidents are liable at any moment, in which life and limb may be lost andgreat damage done to property.

My invention has for its object to dispense with the large amount ofspace at the ends of the bridge for the running of side tracks toreceive the cars from the main tracks; also to dispense with thedonkey-engines referred to. I have also added to the road-bed asafetyrack, and to the car a safety-wheel to engage the said rack whenit is desired to stop the car, or whenever, for any cause, the grippingdevice fails to properly hold upon the cable, the said wheel and rackpreventing the possibility of injury by the disengagement of a gripperfrom the running cable.

In accordance with the invention herein to be described, the cablesremain in the present condition; but the parallel tracks of the tworoad-beds are connected at each end of the bridge by means of a curvedor semicircular track, the radius of which is equal to one-half thedistance between the contiguous rails of the two parallel road-beds, andI employ at each end of the bridge a circularly-moving transferringmechanism,somewhat like a turntable, it having suitable applianceswhereby a car arriving at one end of the straight track at one end ofthe bridge is released from the cable and is moved along the curvedtrack into position over the cable along the other part of the mainstraight road-bed upon which the car is to return to the opposite end ofthe bridge.

In case the engineer fails to open the grip pers before the car reachesthe curve track, means have been provided for automatically releasingthe gripper as the car arrives at the transferring mechanism, so thatthe car can be stopped for the passengers to wall; out, and then anattendant controlling a car-engaging device makes the necessaryconnection between the car and the transferring mechanism and runs thecar along the circular track connecting the two main lines of track, thetrucks of the car being so constructed, as will be described, as topermit the car to be run on a track with a short circular curve ofnearly one hundred and eighty degrees, the curved ends referred to asuniting the rails of the two parallel roadways forming, practically, acontinuous track for the car.

ICO

The gripping mechanism and the safety mechanism are so joinedmechanically that the release of the gripper operates the safetymechanism, causing the car to be held or retarded the cable is togrippers having been at any point at the will of the operator. If,however, it is desired to have separate levers, (one for applying thegrip and releasing it,and another for actuating the brake on thesafetywheel,) it can be done, in which case the engineer would hold inone hand the grip-lever and in the other the brake-lever.

The safety-wheel which runs on the safetyrack has a self-adjustingvertical motion to enable the safety device to adapt itself to anyunevenness of track.

The safety-wheel of the safety mechanism has a friction device,whichco-operates with it to avoid a sudden shock when the safety device isthrown into operation should the car be running at high speed.

(Jo-operating with my improved gripper is a novel device called by methe cable-supporting roll, it having a cone-shape end, the apex of whichis lower than the cable where it first asses over the sheaves at theends of the bridge, so that as the car is carried around the curve fromone cable to the other the points of the supports run under the cable tobe engaged, this being done while the car is in motion and coming intoplace on the straight track,where be gripped to impel the car bytraction.

As the car comes into position on the main straight track, the cable isgradually raised to a proper height'by the conical-pointed revolvingsupports until the said cable arrives upon a horizontal part of the saidsupport, preferably grooved and located in the same vertical plane asthe gripper, so that the cable is always in position to be seized. Iemploy one revolving support in front of the gripper and one behind it,to thus more effectually keep the cable in line with the gripper and tore lieve the gripper from the downward strain and weight of the cable.

As the car leaves one straight track for another by the curved trackreferred to, the

unlocked, the cable-support is drawn out from under the cable before itreaches that point of the track where the cable passes down about thereturn-sheave to take it to the other side of the track.

Maintaining the cable by the supports above the sheaves and in line withthe grippers makes it possible to stop and start the car at any pointalong the cable. \Vithout these supports the weight of the cable wouldcause it to drop on the sheaves below the grippers as soon as the holdon the cable is released, accidentally or otherwise, so that it cannotbe seized again without first lifting it up in line with the gripper. Bythe method at present practiced, should any accident occur which wouldnecessitate that the engineer stop the car on its passage across thebridge, or if the gripper slips its hold upon the cable, it isimpossible to again start the car, and the car must consequently returnby gravity or the conductor must signal for a locomotive to come andtake it to the starting-point, where the cable is lifted in line withthe gripper, and another attempt is then made to cross the bridge.

WV hen the devices for operating the grippers are in their normalposition, the running cable lies directly between the gripper-wheels, so

that when the car is to be started the grippers have only to be broughttogether upon the cable by a movement of the lever or wheel employed tooperate the gripper mechanism. \Vhen it is desired to release thegrippers and stop or retard the motion of the car, a movement in theopposite direction of the same lever or wheel past the normal pointfirst releases the cable and then applies the friction to thesafety-wheel, thus stopping the carat once or gradually.

To turn the car from oneto the other straight roadway, I have provided atransferring device containing a carriage which is made to rotate abouta vertical axis by a suitable friction device, whereby the speed, atwhich the car is to be moved may be readily controlled. The carriagereferred to has a latch or carengaging device under the control of theattendant, which may be made to engage a pro jection on the car and moveit. This latch may be turned at any movement out from its engagementwith the said projection on the car to leave the latter at rest, thecarriage, however, continuing, if desired, to revolve, but withoutimparting motion to the car, and as the carriage in its revolution againmoves opposite the said projection the latch may be turned into positionto engage the projection and move the car around into place on thestraight track.

The car will have in one side of it a series of passage-ways for theingress and egress of the passengers, the said passagewaysbeing closedby doors connected to mechanism preferably adapted to be operated by thebrakeman at the end of the car on the outside thereof to close or openall the doors simultaneously, ing shown and described in another.application, Serial No. 238,959, filed by me May 21, 1887, the samebeing not herein shown and claimed.

Figures 1 and 1,taken together, show a plan view of, it is supposed, arailway embodying my improvements, the said two figures showing theterminals of the railway with some of the intervening parallel road-bedsand tracks, a car being on one track. Figs. 2 and 2 show, respectively,under side views of the gearing and sheaves which would show at theunder side of Figs. 1 and 1. Fig. 3 is an enlarged elevation of part ofthe transferring mechanism arranged within the curved track at one endof the railway; Fig. 4:, an under side view of Fig. 3,with thestationary curb added, the said figure being partially broken out tomake room on the drawings for Fig. 3. Fig.

the said doors and mechanism be- 5 is a detail of the eccentric or camshaft for operating the clutch that is made to engage the said curb orthe periphery of the carrierwheel driven in unison with the cable, thesaid clutch being located between the said curb and wheel. Fig. 6 is asection of Fig. 2 inthe dotted line m. Fig. 7 is apartial elevation ofthe under side of the car,chiefly to show the truck and gripping andsafety and brake mechanisms. Fig. 8 is an underside view of Fig. 7. Fig.9 is a sectional detail in theline 05-, Fig. 8. Fig. 10 is a section ofFig. 9 look ing up from theline as. Fig. 11 is a section in the lineFig. 8, looking toward the left, the car-body being, however, notinverted, as in Fig. 8. Fig. 12 is a detail looking down from the lineFig. 11.

leferring to the drawings, A (see Fi 1) and A, Fig. l, are supposed torepresent the ends of. a structure, or it may be a bridge for supportinga railway system, the portions A A",connecting the saidends,constituting what lshall call the sides of the structure. Thestructure is provided at one side, A with usual rails, (1, upon whichmay run the wheels of the trucks of a car, 0, the other side, A, of thestructure being provided with rails to a, which, except at or near theends A A, are substantially parallel,the rails a a constituting one andthe rails a a another roadway, the rails being attached in usual mannerto usual ties, a a.

The rails a a and the rails a a at the ends of the roadways are unitedby curved rails a" of, the said curved rails, together with the rails aa, forming practically an endless or continuous roadway for a car. Thecurved rails 0; are parallel to each other, as are the curved rails (5,the curves for the rails a and a) being struck from a common centerequidis tantbetween the rails a and a, forming the inside rails of theroadway.

The endless metallic cable I), employed to impart motion to the car orcars, starts, it may be assumed, from the end A of the structure, whereis located a suitable stationary engine (not shown) of sufficient powerto keep the endless cable in constant operation at the desired speed.

The cable I) is made to pass over, as herein shown, a system of sheaves,2 3 4 5 6 7 8, the cable running from the sheave 8 back to the source ofmotion for the cable. The number of said sheaves arranged along thesides A A, between the ends A Aflwill depend upon the length of thestructure, the sheaves 2 and 8 herein shown being at one end of thestructurc, while the sh eaves 3, 4, 5, 6, and 7 are at the opposite endof the structure, the cable passing down below the sheave 3, thenceabout the sheaves 4, 5, and 6, so arranged as to permit the cable b tobe carried across from one side, A of the structure to the oppositeside, A, and thence up over the sheave 7.

It will be noticed that the sheaves over which the cableis extended areso placed, each with relation to the other, that part of the cable bbetween the rails a a runs in one direction, while the other part of thesaid cable parallel to it, between the rails a (1, runs in the oppositedirection, the cable extended, respectively, between sheaves 2 3 andbetween the sheaves 7 ands being parallel and so located above the ti esa a as to be readily caught by the picker p p, which co-operates withthe gripping device, to be described, which, at tached to the under sideof the car-body and n'ianipulated from the platform of the car by theattendant, is caused to seize the cable firmly whenever it is desiredthat the car move by traction on either of the tracks a nor a a. Thestructure referred to at the end A and A is provided with liketransferring mechanism, whereby a car upon reaching the end of thestraight part of the track, as a- (t or a a, may be taken and caused tomove about the curved track a a, or it may be a a, and be left upon thetrack a a or a a at the opposite side of the structure, according to thedirection of movement of the car.

The transferring apparatus at opposite ends of the straight roadways areboth alike, except as to the manner of driving the shaft carrying thecarrier-wheels forming parts thereof, and therefore a specificdescription of one transferring apparatus will enable the other to beunderstood, and therefore I shall not specifically describe but one,using, however, like letters upon both.

Each transferring device is composed, cssentially, of a latch orequivalent finger, c, which is connected or pivoted to an arm, 0,extended radially from a platform or turntable, c, having at itsunderside a hub, c, the hub embracing the end-of a vertical shaft, owhich constitutes a pivot for the said turntable. The shaft 0'' at theend A of the structure has an attached toothed wheel, 0, which isengaged by a beveled pinion, c, on a shaft, 0 the said shaft having asecond beveled pinion, a", which is engaged by a beveled pinion, c, onthe shaft 0", in turn provided with a beveled pinion, 0", engaged by abeveled pinion, c, on the axle of the shaft carrying the sheave 8.

The corresponding shaft, 0 at the end A of the structure has a largetooth-gear, d", which is en gagcd by an intermediate gear, (1', in turnengaged by a toothed pinion, (2, fast upon the shaft at, to which isattached the sheave 5, before described as rotated by the cable I), thewheels for driving the shafts 0'" being so proportioned as to revolvethe said shafts at the desired speed, the two shafts c being rotatedcontinuously.

Each shaft 0 near its upper end, has at tached to ita carrier-wheel, (2,having asinooth periphery, the said wheel being surrounded at somedistance from its periphery by a curb, c, sustained by feet c secured bysuitable screws or otherwise to the structure or some stationary part,the inner face of the said curb, annular in shape, being concentric withrelation to the periphery of the carrier wheel 6.

Each shaft 0 is provided with an arm, e

which, extended therefrom to a point immediately below the space betweenthe wheel e and the curb e, is upturned, as at (see Fig. 3,) the end ofthe said arm serving to support the foot (shown separately in Fig. 5) ofan eccentric or cam shaft, 0', the said shaft near its upper end,extended upward between the said carrier-wheel and curb, taking abearing in a plate, 0 secured to the ends e of the arm a.

The upper end of the shaft 6 is extended up through a hole in theplatform or turn-table 0*, and has fastened to it an arm, 0 to which(see Figs. 1 and 1) isjoincd one end of a link, 0 the opposite end ofthe said link being jointed to the lower end of a hand-lever, e",pivoted at e on a bracket, 6", secured to the platform or turn-table c,the said lever being near the right hand of the operator, who, inpractice, will sit upon the seat 0, erected upon a suitable post, 0, atthe top of the platform or turn-table.

The eccentric or cam shaft 6, referred to,one at each end of thestructure, has a portion, 12,

' which serves as a pivot for a clutch or friction device, f, shown asan H shaped block of metal, (see Fig. 4,) having a concaved surface,

and a convexed surface, f the said surfaces being eachcovered,preferably, by leather, the surface f lying next the peripheryof the continuously-rotating carrier-wheel 0, while the surface f restsnext the interior of the stationary annular curb c.

The oscillation of the shaft 6" in one direction,by the movement of thelever c,will cause the clutch or friction device f to either bearagainst the periphery of the carrierwvheel e or against the curb e, asit is desired to rotate or to leave at rest the transferring apparatus,consisting, as herein shown, of a carriage, c, and a latch, c. When thelever e is turned in the proper direction far enough to cause one of thefriction-surfaces of the said clutch or friction device to bear againstthe periphery of the wheel 0, the carriage 0, and with it the platformor turntable, is caused to travel with wheel 6; but the speed of thecarrying-arm can be lessened by the degree of the friction between theclutch or friction device and the carrier-wheel at the will of theoperator.

The latch 0, herein shown as of elbow shape, is pivoted at 44. upon thecarriage a. (See Fig. 6.) This latch is connected by a link,c to alever,f pivoted at 4.5 on a stand,f, also erected on the platform orturn-table c". The operator, by moving the lever f X by his left hand,may cause the latch c to be raised to engage a suitable stud orprojection, as f, (see Figs. 10 and 11,) attached to one of the sills ofthe car-body 0, there being two such projections, one of which may bereadily engaged by said latch when the car arrives near the end of astraight part of the roadway, the operator keeping the said latch inengagement with the said projection or car-body and the clutch orfriction device pressed closely against the carrier-wheel 6 until, inthe rotation of the carriage c, the car is transferred from, say, the

track a to the track a, the wheels of the cartruck at such time runningabout the curved track, as a.

The transferring device having transferred the car from one to the otherroadway, parallel therewith, by rolling the car around on a curvedtrack, as a, the operator reverses the lever f which causes thefrictionsurfaces f of the clutch or friction device f to be forcedagainst the stationary curb e, which immediately stops the rotation ofthe transferring mechanism, leaving it in position to be again started,by causing the clutch or friction device to grasp the carrier-wheel e,whichis done when it is desired that the latch 0 again engage a car totransfer it, as described, from one to the other straight part of thetrack, or from one straight part of the cable to another straight partthereof running in the opposite direction.

The car herein shown, instead of being provided with doors at its ends,as common in ordinary street-cars and in the cars used upon the Brooklynbridge, referred to, are provided with a series of doors, (not shown,but which are arranged along substantially the entire outer side of thecar,) the said doors being connected to and operated by mechanismsubstantially such as shown in my application, Serial No. 288,959, filedMay 21, 1887.

The car-trucks D, upon which the car-bodies are mounted, are pivotedcentrally by suitable king-bolts, D,to the under side of the car-body,so that they are free to turn under the carbody and follow correctlyupon the semicircular or curved track, said tracks, as to theirmechanical construction and as to their connection with the car-body,being fully shown in another application, Serial No. 238,965, filed byme on May 21, 1887, to which reference may be had.

Each roadway between the tracks a a and a a is provided with a safetyrack or rail, h, which, for the most part of its length, is parallelwith the rails next to it, on which run the wheels of the trucks, eachof the said safety racks or rails having its central portion toothed orcogged, the teeth rising above the center of the safety-rail, (seecrosssection of the rail, Fig. 9,) the said safety-rail at each side ofits teeth having plain portions 15 15, on which run the flanged parts 16of the safety-wheel 17, (shown fully in Figs. 7, 9, and 10,) the saidsafety-wheel having a series of teeth, 18, which are constantly in meshwith the teeth of the safety rack or rail when the car is running upon astraight portion of either the tracks a or a.

The safety-wheel 17 is free to rotate upon a stud, 19, extended througha yoke, 20, which is free to rise and fall for a limited distance in aguiding-yoke, 21, secured to the under side of the car-body, the slightvertical motion given to adapt itself to any slight accumulation of dustor dirt in the space between the teeth of the safety-rack.

the said safety-wheel enabling it to- The safety-wheel 17 hascooperating with it a brake-shoe, 22, (shown best in Figs. 7 and 8,)attached to a block, 23, mounted upon the eccentric part 24 of aneccentric or cam shaft, 25, having its bearings in arms 26,(see Figs. 7and 10,) extended from the box or yoke 2l,before described, the saidshaft 25 having attached to it a suitable arm, 27, which at its upperend is provided with a suitable roller or other stud, 28, which enters aslot in an arm, 29, suitably bolted (see Figs. 8 and 9) to the slide-bar30, having suitable guides, 31, the said slide-bar being connected by alink, 32, to one end of a sector-lever, 33, pivoted at 34., the saidseetorlever being in turn jointed by a link, 36, toan arm, 37, attachedto the lower end of the shaft 38, the upper end of which is providedwith the usual hand-wheel, which is rotated by the engineer orear-attendant whenever the brake is to be applied and the ear stopped.

The safety-wheel, in engagement with the safety rack or rail, rotatesfreely about its stud 19, and has no effect whatever in stopping the caror checking its motion until after the brake-shoe has been forcedagainst the said safety-wheel, which is effected by the rotation of theshaft 38 in a direction to free the links referred to, and enabling thearm 29 to be moved in a direction to so act upon the roller or otherstud 28 as to cause the eccentric-shaft 25 to be turned to force thebrake-shoe against the safety-wheel and lock the same, so that thesafetywheel in engagement with the safety-rack it stops the furthermovement of the car. The brake-shoe being smooth, and operating againsta smooth part of the safetywheel, prevents a too sudden shock when thecar is stopped.

The end of the safetyrack h, at the side A of the structure next the endA, is curved downwardly and inwardly, as is also the end of thesafety-rack h at the side A of the structure next the end A, suchdownwardly and inwardly bent portions enabling the safetywheels toeasily and accurately run upon the said safety-tracks as a car is beingtransferred from one to the other track. I

The gripping devices consist, essentially, of two sheaves, m m, eachhaving a suitablygrooved periphery, which in practice will receivesuitable material, preferably non-metallie, capable of exerting thegreatest amount of friction upon the running metallic cable I).

The sheave m is fixed to the lower end of a shaft, of, extended upwardthrough a loose box, on, (see Fig. 11,) grooved at its sides, as clearlyshown in the box in on the shaft n,and which will be hereinafterdescribed, (see Fig. 12,) the said box entering a slot in a crosspiece,in", forming part of a hanger, m attached to the under side of thecar-body, (see Figs 7 and 11,) the said box being freeto slidehorizontally for a short distance in a line substantially at a rightangle to the straight track a or a.

The shaft m, above the box m, has fast on it a frictionwheel, m, whichis embraced for nearly one-half its periphery by a frictionshieldnn,(see Fig. 11,) like the friction-shield m (shown in Fig. 12,) theconcaved inner side of the said shields being each in practice providedwith a suitable durable friction material. The upper end of the shaftit? enters a block, m",(see Fig. 11,) pivoted upon the up per part, in,of the bracket 7H5, attached to the under side of the car-body by thescrew m. (See Fig. 8.) The other wheel,m,of the gripper is fast to thelower end of a shaft, a, which is extended through the box or bearingin, grooved at its sides (see Fig. 12) to embrace a forked part of aprojection, a, of an arm, 12", pivoted to the part m of the bracket m bya pin, a, the joint so formed being (see Fig. 12) such as common toboltsfor doors.

The projection a has a friction-shield, m against which may be pressedthe frietion-pulley a, fast on the said shaft n, the upper end oftheshaft or enterin a box, if, pivoted at a to apart of the arm 12 The armn has an car, if, to which is jointed a link, a pivoted at a to anelbow-link, a having a long hub, (see Fig. 11,) which embraces a pin,a", of the brackets m m, the elbow-lever in turn being connected by pina with the link before described.

When the operator desires to make the gripping device seize the cablebetween it, he turns the hand-wheel 89 (see Fig. 8) in the direction ofthe arrow on it, and causes the crank 37, attached to thesh aft 38,toact through the link 36, sector-lever 32, slide-bar 30, link a, lever aand link a to move the arm n toward and so as to carry the periphery ofthe wheel at nearly against the wheel m, the two wheels gripping thecable between them. The movement described of the slide 30 to cause thegripper to seize the cable also causes the arm 29, acting on the stud28, to effect the loosening of the brakeshoe 22 from the safetywheel.

The operator when causing the grippers to seize the cable, as described,turns the shaft 38 until the teeth 0' of the ratchet-toothed sector 0are engaged and held by the pawl o, pivoted at 0 and acted upon by thespring 0 the said pawl holding the shaft in the position left by theoperator and with the grippers closed powerfully against the cable. Asthe grippers are closed powerfully upon the cable I), the boxes m m areforced back in the guides holding them, and the friction-wheels m and nare forced, respectively, against the friction-shields m m which latteract as obstructions to the free rotation of the wheels m and m, andconsequently the said wheels are made to cling to the running cable Z)with a force sufd eient to carry the car along the track a or a. Thepawl 0 has a pin, 40, (see Figs. 7and 8,) which is extended up through aslot in the platform of the car outside the car-body, the said pin beingin a position to be knocked by the operator or engineer when itisdesired to release the shaft 38 to release the grippers from the cable,and at the same time apply the brake-shoe 22 to also is, as has beenstated, a brake for the car.

It is desirable to effect automatically the release of the grippers fromthe cable as the car arrives in position to be transferred from one tothe other straight roadway upon the curved track joining them. To dothis I have provided the car-body (see Fig. 8) with a re leasing-arm,1', pivoted at r on the sector 33, having two horns, 41 42. When the carrunning in the straight track a or a arrives at the end of the saidtrack, the said arm 0, normally extended at a right angle from thecar-body, meets a releasing-stud, 1, (see Figs. 1 and 1",) which arreststhe said arm, causing it to be turned backward toward the rear end ofthe car, the said armin its movement meeting the horn 41 of the lever33, turning it suffrciently upon its pivot 34c as to cause the horn 42to act upon the outer end of the pawl 0 and effect its release from theratchet-toothed segment 0, which releases the hold of the grippers onthe cable.

1 Late at night, or at hours of the day when less than the whole numberof cars which the cable may run are sufficient for the passengers comingto the road, it is desirable to have a place to discharge theunnecessary cars from the continuous track referred to, and to providefor this I have provided at the end A a siding or storage track, A, theend rails, 1", of which, pivoted at 1, are connected together, so

- as to be moved in unison, so as to place their free ends next to theends of the rails a a, where they meet the curved rails a a, the ends ofthe rails a a next the rails a a being made as a section, 44.,secured'to the jointed section sustaining the rails 1', (see Fig. 1%) soas to be moved out of line with the rails a a as the rails r are broughtinto line there with, and vice versa.

The bracket m at its lower side, has suitable hearings or sleeves, 45,to receive the shanks of the conical revolving and supporting rolls p,which run under and support the cable I) as a car comes from a curvedtrack, a or 00', upon a straight roadway, a or a, the conicalsupporting-rolls being at this point lower than the cable and passingreadily under and'lifting the cable in line with the grooved peripheryof the wheel m. The end of the projection m prevents the cable frombeing lifted above the wheel on.

The conical supports insure the correct lifting of the cable into theplane or" the periphery of and just opposite the groove in the wheel m,so that the cable will be unerringly seized squarely by the gripperswhen forced toward the cable.

The cable-supports are withdrawn from under the cable in the followingmanner: The grippers having been actuated to release the cable, when thecar is to be transferred to another roadway, the conical support readilydraws out from below the cable by the sidewise motion of the car onthe-curve just before the safety-wheel, which 3 and the supporting-rolls reach the sheaves or wheels On track a or a, the grippers arereleased from the cable and the brake-shoe 22 is put on the safety-wheelto check and stop the car, and the operator on the car immediatelythrows open all the doors, thus completely opening nearly the entireouter side of the car at the outside of the endless-railway track, sothat the passengers may all step out immediately,and then the operatoractuates the latching of the transferring device to effect theengagement of the latch c with the car and carry it about the curvedtrack and upon the other straight track at the opposite side of thestructure, and thereafter the car is permitted to again rest for a shortspace of time with the side all open, so that passengers may quickly andeasily enter the car through the numerous doorways. The

the arrival of a car at the end of the car loaded,the doors are allclosed at once, and

the gripping devices are made to seize the cable and start the ear,taking it to the end of the route; but the operator on the car caninstantly stop the car at any moment by applying the brake-shoe 22 tothe safety-wheel in engage- 1 ment with the teeth of the safety-rack.

I do not desire to limit my invention to the exact form of transferringdevice shown, as it is obvious that the transferring device may bevariously modified without departing from my invention, and I thereforestate that the employment of any device located at or near the junctionof the parallel roadways and the curved tracks, such device beingcapable of engaging the car as it arrives at one end of one roadway and,by acting against the car, rolling it along the curved track to theother roadway, is within the scope of my invention and within themeaning of the term transferring device.

The flanges 16 of the wheel 17 run (see Fig. 9) upon the flanges at theedges of the safetyrack, and thereby the wear of the teeth of the saidrack and safety wheel is reduced and noise is diminished.

The trucks herein shown but not specifically claimed will form thesubject of another application.

I claim- 1. A railway structure containing the followinginstrumentalities, viz: two roadways provided with rails a a and a a,semicircular or curved tracks a (6*, connecting the tracks of the saidroadway, a cable-gripping mechanism attached to the car, an endlesscable to be grasped by the grippers to effect the movement of the car onthe tracks a a a a, and a transferring device to engage the car on itsarrival at each end of the roadways and transfer the car over the saidsemicircular or curved track from one to the other roadway, to be againmoved by the cable running along that part of the roadway upon which thecar is delivered, and with means, substantially as described, to operatethe said transferring device, substantially as specified.

2. In a railway system, tracks a a and a a, forming two parallelroadways,a cable, sheaves to support it between the tracks of both thesaid roadways and to guide the said cable across the space between thesaid roadways, combined with two semicircular or curved tracks, a. a,connecting the ends of the tracks a and a, and with transferringapparatus, substantially as described, actuated by the cable to move thecar from one to the other of the said tracks, substantially as setforth.

3. In a railway structure, roadways having tracks a, a, and a, therotating carrier-wheel 0, means to move it, and a transferring device,substantially as described, and a car, combined with a clutch orfriction device co-operating with the said carrier to cause the saidcarrier to be moved at the speed at which it is desired to move the car,substantially as described.

4. In a railway structure, roadways having tracks a, a, and a, therotating carrier-wheel 0, means to move it, and the arm and a latch orequivalent car-engaging device carried by the said arm, and a car,combined with aclutch or friction device co-operating with the saidcarrier to cause the said arm to be moved at the desired speed, and withannular curb arranged outside the said carrierwheel to be acted upon bythe said clutch or friction device when it is desired to hold the saidarm at rest, substantially as described.

5. In a railway system, a car and a curved track, a", combined with arotating transferring device having a latch to engage a car, and means,substantially as described, to operate the transferring device to movethe said car about the said curved track, substantially as described.

6. In a railway system, the combination of the followinginstrumentalities, viz: two roadways having tracks a a a a, curved orsemicircular tIELCkS a to, joining the ends of the said roadways, anendless cable, parts of which run between the tracks of the saidroadway, a toothed safety-rack substantially parallel with the tracks aand a, and a car provided at its under side with gripping-wheels m m,and a toothed safety-wheel having friction-surfaces, a brake-shoe andtransferring apparatus located at each end of the said roadways, butwithin the semicircular or curved rails of least radii, the saidtransferring apparatus containing an arm or turn-table and acar-engaging latch or projection, the same being and operatingsubstantially as described.

'7. In a railway structure, a roadway having tracks, a toothedsafety-rack, 71, a toothed safety-wheel,17, to engage the said rack 71,the said wheel having flanges l6, constituting fr ction-surfaces, abrakeshoe to engage the said friction surfaces, a slide-bar, as 80, andintermediate mechanism to actuate the said brakeshoe and force itagainst the flanges of the said wheel, combined with a shaft, 88, havinga suitable brake-wheel, and intermediate mechanism between the saidshaft and the slide-bar 30 to operate the slidebar, as and for thepurpose set forth.

8. In a railway structure, a roadway having tracks, a toothedsafetyrack, a toothed safety-wheel to engage the said rack, the saidwheel having frietion-surfirces, abrake-shoe to engage the saidfriction-.surfaces,a slide-bar, as 30, and intermediate mechanism toactuate the said brake-shoe and force it against the said wheel,combined with a shaft, 38, having a suitable brake-wheel, intermediatemechanism, substantially as described, to connect the said brake-wheeloperatively with the said slide-barSO,aratchettoothedseetbnoflattachedto the said shaft 38, a pawl, o, and an arm, 9*, pivoted at r, the saidarm being adapted to be thrown against the born 41 of the lever 38,forming part of the said mechanism,to thereby cause the horn 42, formingpart of the said lever 33, to automatically release the said pawl fromengagement with the said rateh et-toothcd sector, substantially asdescribed.

9. In a railway structure, two parallel roadways provided with tracks aa and a a,curved tracks to connect the ends of the tracks on theparallel roadways, and cable, a car-gripping mechanism attached thereto,and cable-supports, substantially as described, to pass under and outfrom under the said cable, combined with sheaves 2 and 8, to support thecable at the junction, the straight and curved tracks and part of thesaid sheaves extending just beyond the commencement of the curved track,whereby as the car-bod y is moved sidewisc by the action of the wheelsof the car-truck on the curved track the cablesupports are movedlaterally with relation to the straight part of the cable, substantiallyas described.

In testimony whereof I have signed my name to this specification in thepresence of two sub scribing witnesses.

LOUIS GODDU.

Witnesses:

G. V. GREGORY, F. L. EMERY.

I OO

